Managing a battery&#39;s state of charge using an ecat for a hybrid vehicle

ABSTRACT

The present disclosure relates to systems and methods for managing a state of charge of a hybrid vehicle battery using an eCAT. Electrical energy is provided to a hybrid system for storage at the battery of the hybrid system. A first state of charge of the battery of the hybrid system is determined. Upon determining that the first state of charge is within a predetermined upper range, a determination is made as to whether to increase energy supplied to one or more hybrid vehicle components, the one or more hybrid vehicle components comprising at least the eCAT. At least a portion of the electrical energy is consumed at the eCAT.

BACKGROUND

The present disclosure relates to the use of an electrically heatedcatalyst during vehicle operation. More particularly, but notexclusively, the present disclosure relates to managing a battery'sstate of charge, and/or the state of charge of any other energy storagedevice within the hybrid system, using an electrically heated catalyst.

SUMMARY

Electrical energy is typically recuperated during a regeneration event,such as a vehicle coast down event or a braking event, to regenerateenergy utilizing the vehicle's kinetic energy. During a regenerationevent, hybrid vehicles convert a portion of the vehicle's kinetic energyto electrical energy by applying negative torque using an electricmachine. The regenerated electrical energy can be stored at a batterywithin the hybrid system and used to increase the drivable range of thevehicle or to power vehicle accessories, for example.

A hybrid battery is not an infinite store of energy. Therefore, as thebattery's state of charge approaches a predetermined upper state ofcharge threshold, the regeneration rate begins to decrease, clip or rampout in order to protect the battery from exceeding the predeterminedupper state of charge threshold. With the driveline closed, the electricmachine helps to decelerate the vehicle. However, the load placed on theengine by the electric machine, resulting from the reduced rate ofregeneration, can negatively impact drivability for customers due to asudden change in deceleration rate.

Today, to prevent or delay the regeneration event ramping out on hybridapplications, torque substitution is used to reduce the battery's stateof charge in advance of the regeneration event while positive torque isapplied. Although torque substitution may enable a future regenerationevent to capture and store the energy, it often does not decrease thebattery's state of charge sufficiently to mitigate the need to reduce orclip energy regeneration or recuperation during regeneration events.Also, using torque substitution may not be desirable in some cases, asthe engine may already be operating efficiently.

Furthermore, even when torque substitution is applied and the energystore of the battery is depleted to its minimum threshold, for someapplications such as MHEV applications or applications having a smallbattery capacity, occupants of the vehicle may encounter the clip inenergy regeneration. For example, this can occur for heavily ladencommercial vehicles or vans during an extended decline as the MHEVbattery energy store in such vehicles can replenish even when startingthe regeneration event from a low battery state of charge due to thevehicle's inertia.

During an ongoing regeneration event, in conventional hybrid systems,there is no strategy to overcome the negative effects on vehicledrivability and performance. In view of the foregoing, the presentdisclosure provides an alternative to torque substitution during vehicleoperation that prevents the need to decrease the rate of regenerationand deceleration in an ongoing or future regeneration event.

According to a first aspect, a method for managing a state of charge ofan electrical storage device, e.g., a hybrid vehicle battery's state ofcharge, using an electrically heated catalyst (eCAT) is provided. Themethod comprises a step of providing electrical energy, e.g., energygenerated during a regeneration event, to a hybrid system for storage.The method comprises a step of determining a first state of charge of abattery of the hybrid system. Upon determining that the first state ofcharge is within a predetermined upper range, e.g., 60% to 70% state ofcharge, the method further comprises a step of determining to increase(and subsequently increasing) energy supplied to one or more hybridvehicle components, such as the eCAT. The method may comprise a step ofselecting the eCAT from a plurality of hybrid vehicle components as acandidate to consume electrical power from the battery, e.g., byactivating the eCAT. The method further comprises a step of consuming atleast a portion of the electrical energy at the eCAT, e.g., to maintainor decrease the first state of charge of the battery.

An advantage of the present invention is that the driver/passenger isnot in the loop with regards to eCAT deployment and therefore the eCATcan be controlled to manage the battery's state of charge and also tomeet vehicle requirements without having any negative effects oncustomer experience.

In some examples, the method further comprises a step of generating,during a regeneration event, the electrical energy at a generator, e.g.,an electric machine such as a belt-driven integrated starter/generator(BISG) and a step of providing the electrical energy to the battery forstorage.

Accordingly, examples described herein are directed generally tocontrolling an eCAT function during regeneration events to addressdrivability issues associated with regenerative braking methods used inconventional hybrid vehicle systems. In some examples, a method ofmanaging a regeneration event by providing electrical energy to an eCATis provided to prevent the reduced deceleration performance anddrivability of the hybrid vehicle.

In some examples, the step of consuming at least a portion of theelectrical energy at the eCAT comprises consuming at least a portion ofthe electrical energy from the battery, e.g., by transferring theelectrical energy provided and stored in the battery to the eCAT and/orconsuming at least a portion of the electrical energy from the hybridsystem.

The eCAT can be used to consume energy from the hybrid system duringregeneration events to prevent the regeneration rate and decelerationrate being decreased and to protect the battery from damage.

In some examples, the step of consuming at least a portion of theelectrical energy at the eCAT comprises determining a deceleration rateof the hybrid vehicle, e.g., based on the negative torque applied by thegenerator/electric machine, and consuming at least a portion of theelectrical energy at the eCAT to maintain the deceleration rate.

In some examples, the method further comprises a step of determining acurrent aftertreatment temperature of an aftertreatment module, whereinthe aftertreatment module has a predetermined threshold temperature,e.g., 250 degrees Celsius.

If heat energy from the combustion engine is reduced or limited due tooperating conditions, it is likely the catalyst temperature will reducebelow an acceptable temperature limit to maintain emissions. Therefore,the eCAT may be used to consume energy from the hybrid battery ordirectly from the electric machine based on aftertreatment temperatureto satisfy emissions.

In some examples, the method further comprises a step of activatingtorque substitution, e.g., to reduce the state of charge of the batteryto prevent the battery from exceeding the predetermined upper state ofcharge threshold, upon determining that the current aftertreatmenttemperature is above the predetermined threshold temperature.

In some examples, the step of determining to increase energy supplied tothe one or more hybrid vehicle components comprising the eCAT is furtherbased upon determining that the current aftertreatment temperature isbelow the predetermined threshold temperature and further wherein thestep of consuming at least a portion of the electrical energy at theeCAT comprises consuming at least a portion of the electrical energyfrom the battery to support aftertreatment demand.

When the driver demands positive torque and the battery has a sufficientstate of charge, e.g., over a predetermined threshold or within apredetermined upper range, the battery's energy can be used to supportthe eCAT or, alternatively, torque substitution. The process ofactivating one of the eCAT or torque substitution can be based onoperational efficiency.

In some examples, the step of determining to increase energy supplied tothe one or more hybrid vehicle components comprises determining toincrease the energy supplied to the eCAT at a predetermined periodbefore the current aftertreatment temperature reduces below thepredetermined threshold temperature.

In some examples, the method further comprises determining a secondstate of charge of the battery, determining to decrease the energysupplied to the one or more hybrid vehicle components comprising theeCAT upon determining that the second state of charge is within apredetermined lower range, e.g., 30% to 40% state of charge, andterminating the step of consuming at least a portion of the electricalenergy at the eCAT, e.g., by deactivating the eCAT.

According to a second aspect, a system for managing a battery's state ofcharge using an eCAT for a hybrid vehicle is provided. The systemcomprises means for providing electrical energy, e.g., generated duringa regeneration event, to a hybrid system for storage and means fordetermining a first state of charge of a battery of the hybrid system.Upon determining that the first state of charge is within apredetermined upper range, e.g., 60% to 70% state of charge, the systemfurther comprises means for determining to increase energy supplied toone or more hybrid vehicle components comprising the eCAT, e.g., byactivating the eCAT, and means for consuming at least a portion of theelectrical energy at the eCAT, e.g., to maintain or decrease the firststate of charge of the battery.

According to a further aspect, there is provided a hybrid vehiclecomprising the system of the second aspect.

According to a further aspect, there is provided a non-transitorycomputer-readable medium having non-transitory computer-readableinstructions encoded thereon, when executed by control circuitry, causethe control circuitry to perform the method of the first aspect.

According to a further aspect, there is provided, a method for managinga battery's state of charge using an electrically heated catalyst (eCAT)for a hybrid vehicle is provided. The method comprises a step ofproviding electrical energy, e.g., energy generated during aregeneration event, to a hybrid system for storage and determining afirst state of charge of a battery of the hybrid system. Upondetermining that the first state of charge is within a predeterminedupper range, e.g., 60% to 70% state of charge, the method furthercomprises a step of determining to increase energy supplied to one ormore hybrid vehicle components comprising the eCAT, e.g., by activatingthe eCAT. The method further comprises a step of consuming at least aportion of the electrical energy at the eCAT, e.g., to maintain ordecrease the first state of charge of the battery.

In some examples, the method further comprises a step of generating,during a regeneration event, the electrical energy at a generator, e.g.,an electric machine such as a BISG and a step of providing theelectrical energy to the battery for storage.

In some examples, the step of consuming at least a portion of theelectrical energy at the eCAT comprises consuming at least a portion ofthe electrical energy from the battery, e.g., by transferring theelectrical energy provided and stored in the battery to the eCAT and/orconsuming at least a portion of the electrical energy from the hybridsystem.

In some examples, the step of consuming at least a portion of theelectrical energy at the eCAT comprises determining a deceleration rateof the hybrid vehicle, e.g., based on the negative torque applied by thegenerator/electric machine, and consuming at least a portion of theelectrical energy at the eCAT to maintain the deceleration rate.

In some examples, the method further comprises determining a secondstate of charge of the battery, determining to decrease the energysupplied to the one or more hybrid vehicle components comprising theeCAT upon determining that the second state of charge is within apredetermined lower range, e.g., 30% to 40% state of charge, andterminating the step of consuming at least a portion of the electricalenergy at the eCAT, e.g., by deactivating the eCAT.

According to a further aspect, there is provided, a method for managinga battery's state of charge using an electrically heated catalyst (eCAT)for positive torque operation of a hybrid vehicle is provided. Themethod comprises a step of providing electrical energy to a hybridsystem for storage and determining a first state of charge of a batteryof the hybrid system. Upon determining that the first state of charge iswithin a predetermined upper range, e.g., 60% to 70% state of charge,the method further comprises a step of determining to increase energysupplied to one or more hybrid vehicle components comprising the eCAT,e.g., by activating the eCAT. The method further comprises a step ofconsuming at least a portion of the electrical energy at the eCAT, e.g.,to maintain or decrease the first state of charge of the battery.

In some examples, the method further comprises a step of determining acurrent aftertreatment temperature of an aftertreatment module, whereinthe aftertreatment module has a predetermined threshold temperature,e.g., 250 degrees Celsius.

In some examples, the method further comprises a step of activatingtorque substitution, e.g., to reduce the state of charge of the batteryto prevent the battery from exceeding the predetermined high state ofcharge threshold, upon determining that the current aftertreatmenttemperature is above the predetermined threshold temperature.

In some examples, the step of determining to increase energy supplied tothe one or more hybrid vehicle components comprising the eCAT is furtherbased upon determining that the current aftertreatment temperature isbelow the predetermined threshold temperature and further wherein thestep of consuming at least a portion of the electrical energy at theeCAT comprises consuming at least a portion of the electrical energyfrom the battery to support aftertreatment demand.

In some examples, the step of determining to increase energy supplied tothe one or more hybrid vehicle components comprises determining toincrease the energy supplied to the eCAT at a predetermined periodbefore the current aftertreatment temperature reduces below thepredetermined threshold temperature.

In some examples, the method further comprises determining a secondstate of charge of the battery, determining to decrease the energysupplied to the one or more hybrid vehicle components comprising theeCAT upon determining that the second state of charge is within apredetermined lower range, e.g., 30% to 40% state of charge, andterminating the step of consuming at least a portion of the electricalenergy at the eCAT, e.g., by deactivating the eCAT.

It shall be appreciated that other features, aspects and variations ofthe present disclosure will be apparent from the disclosure of thedrawings and detailed description. Additionally, it will be furtherappreciated that additional or alternative examples of methods of andsystems for managing a battery's state of charge using an electricallyheated catalyst may be implemented within the principles set out by thepresent disclosure.

FIGURES

The above and other objects and advantages of the disclosure will beapparent upon consideration of the following detailed description, takenin conjunction with the accompanying drawings, in which:

FIG. 1 shows an example flow diagram of a hybrid system utilizing aneCAT.

FIG. 2 depicts a conventional regenerative braking process illustratingthe change in a battery's state of charge and the rate of decelerationduring the conventional process.

FIG. 3 depicts an example use case of the present invention wherein therate of deceleration is maintained as constant during a regenerativebraking event by utilizing the eCAT by either maintaining or reducingthe state of charge of the battery.

FIG. 4 illustrates a schematic flowchart of an example use case of thepresent invention for use during regeneration events.

FIG. 5 illustrates a schematic flowchart of an example use case of thepresent invention, alternating between eCAT deployment and torquesubstitution, for use during positive torque operations of the hybridvehicle.

FIG. 6 shows a flowchart of a method of managing a battery's state ofcharge using an eCAT for a hybrid vehicle.

FIG. 7 shows a flowchart of a method of managing electrical energystored in a hybrid system using an eCAT for a hybrid vehicle during aregeneration event.

FIG. 8 shows a flowchart of a method of managing a battery's state ofcharge using an eCAT for a hybrid vehicle during positive torqueoperations.

FIG. 9 is a schematic showing a hybrid vehicle comprising an exemplarysystem of the present invention, in accordance with some examples of thedisclosure.

FIG. 10 is a block diagram showing exemplary control circuitry, inaccordance with some examples of the disclosure.

The figures herein depict various examples of the present disclosure forpurposes of illustration only. It shall be appreciated that additionalor alternative structures, systems and methods may be implemented withinthe principles set out by the present disclosure.

DETAILED DESCRIPTION

FIG. 1 shows an example flow diagram of a hybrid system 100 supportingthe use of an eCAT 110, in accordance with some examples of the presentdisclosure. FIG. 1 also shows the flow of coolant, the flow ofelectrical energy, mechanical flow and the controller interface toillustrate the inner workings of the hybrid system 100. The presentinvention is not limited to the hybrid system 100 shown in FIG. 1 andmay apply to other HEV, MHEV, PHEV and high voltage applicationsutilizing eCAT technology.

Regenerative braking enables a vehicle's kinetic energy to be convertedto electrical energy during a vehicle coast down event or a braking anddeceleration event, e.g., when a driver presses on a brake pedal, toconserve some of the energy that would otherwise be lost during theregeneration event. The converted electrical energy is typicallytransmitted to the vehicle's hybrid battery and stored there, increasingthe battery's state of charge. The stored energy can then be used toextend the vehicle's driving range, to improve the overall energyefficiency of the vehicle or to power other accessories within thehybrid vehicle, for example.

During phases of regenerative braking, e.g., when a driver applies thebrakes of the vehicle, an electric machine/generator, such as a BISG104, applies negative torque to the propulsion system duringregeneration. When in regenerator mode, the electric machine converts aportion of the vehicle's kinetic energy to electrical energy, e.g., todecelerate the vehicle. The recuperated energy can be stored at thevehicle's hybrid battery 106.

eCAT technology can be part of any hybrid vehicle application, gas ordiesel. The eCAT is a heated element upstream of the aftertreatmentmodule 112 and can provide airflow to the aftertreatment module 112. Inhybrid systems, the eCAT is capable of absorbing a large amount ofenergy, as it is the largest accessory on the vehicle and can producebeneficial effects such as supporting emissions reduction. Therefore, itmay be useful to provide energy to the eCAT often during vehicleoperation.

In some examples, the electrical energy can be provided to the eCAT 110via a switch or converter 108, e.g., a PWM switch or a DCDC converter.As shown in FIG. 1 , controller 102, otherwise described as a powertraincontroller module (PCM), can be used to control the operation of thehybrid system 100. For example, the PCM may signal to activate ordeactivate the eCAT or to increase/decrease energy supplied to the eCAT.

In conventional methods, when the battery's state of charge approachesits predetermined upper state of charge threshold, the electric machinemay be required to reduce its regeneration effect, i.e., the applicationof negative torque, to prevent the battery from exceeding thepredetermined upper state of charge threshold. The change or reductionin negative torque can be noticeable to the driver, which can negativelyimpact drivability.

In other known methods, the energy produced through the regenerationprocess may be diverted to other accessories within the vehicle, e.g.,seat heater, radiator fan or windscreen heater, to maintain a constantstate of charge of the battery. Diverting the energy elsewhere, however,raises additional problems, as the electrical energy is typicallyrequired to be consumed by the other accessories within the vehicle.This is far from ideal, because occupants of the vehicle will notice thevehicle's environmental changes, which can result in poor customerexperiences.

Other loads on the hybrid system, such as those supported by the DCDC,may be requested by occupants of the hybrid vehicle at any time.However, in cases when it is difficult or undesirable for the system tosupport the load, these features do not offer the same advantage asusing the eCAT.

FIG. 2 depicts a conventional regenerative braking process illustratingthe change in a battery's state of charge and the rate of decelerationduring the conventional process.

Graph 202 depicts the application of brakes by a driver over time as thevehicle travels down a descent, i.e., during a regeneration brakingevent. In the example of graph 202, the brakes are steadily applied,starting at 6 seconds and fully applied at 8 seconds. Graph 204 simplyemphasises that there is no eCAT activation in conventional hybridsystems.

Graph 206 depicts the rate at which the battery's state of charge withina hybrid electric vehicle increases over time during the regenerationevent. As the brakes are applied, as shown in graph 202, the electricmachine begins to apply negative torque, resisting the engine orpropulsion system, and provides electrical energy to the hybrid systemto be stored in the hybrid battery, thereby increasing the battery'sstate of charge.

Typically, in vehicles such as MHEVs, the battery is small in terms ofits capacity and can therefore reach its limit quickly. This isespecially the case for commercial vehicle applications or vehicles witha high inertia/payload. Therefore, the regeneration rate needs to bereduced or clipped more quickly to protect the battery from damage.

As the battery approaches a predetermined upper state of chargethreshold, otherwise described herein as a predetermined maximumthreshold or an upper limit, the application of negative torque istypically reduced in order to decrease the rate of charge provided tothe battery to protect it from exceeding the predetermined upper stateof charge threshold. As shown in the example of FIG. 2 , the batterycharge rate reduces as the battery's state of charge nears 90%.

Graph 208 depicts the change in the hybrid vehicle's speed over time,i.e., the vehicle's deceleration rate. As shown in graph 208, thedeceleration rate changes as a result of the change in the rate ofregeneration as the battery's state of charge nears its upper state ofcharge limit. The change in the battery's rate of charge, therefore,impacts the vehicle's deceleration rate and thus impacts drivability.

As such, conventional methods and systems generally focus on the problemof energy storage or energy conversion and do not seek to manage abattery's state of charge, by maintaining or decreasing the amount ofenergy stored in a way that overcomes drivability issues duringregeneration events, for example.

Thus, the present invention ensures that drivability is maintainedwithout clipping regeneration to protect the battery, which mayotherwise lead to a negative feeling or experience for the customer.

Accordingly, examples described herein are directed generally tocontrolling energy storage and/or consumption within hybrid systems,e.g., using an eCAT function, during hybrid vehicle operation, e.g.,during regeneration events to address drivability issues associated withregenerative braking methods used in conventional hybrid systems. Insome examples, a method of managing a regeneration event by providingelectrical energy to an eCAT is provided to prevent the reduceddeceleration performance and drivability of the hybrid vehicle. Using aneCAT enables an effective strategy for managing vehicle operation duringregeneration events.

In some examples, the eCAT consumes energy from a hybrid battery, ordirectly from the hybrid system comprising an electric machine, duringregeneration events. More specifically, the eCAT can consume energy fromthe hybrid system or battery during regeneration events to prevent theregeneration rate being decreased to protect the battery from damage.This is made possible as battery models are continuing to be developedas a component of hybrid vehicle powertrain systems to be able topredict the battery's state of charge accurately.

FIG. 3 depicts an example use case of the present invention wherein therate of deceleration is maintained as constant during a regenerativebraking event by utilizing the eCAT.

Graph 302 depicts the application of brakes by a driver during aregeneration braking event over time. In the example of graph 302, thebrakes are steadily applied, starting at 6 seconds and fully applied at8 seconds, and graph 302 depicts the same driver demand as shown ingraph 202, described above. Graph 304 depicts the activation of an eCATby a PCM.

Graph 306 depicts an increase in energy supplied to the eCAT. The eCATmay consume any excess energy resulting from regeneration that cannot bestored in the battery due to its high state of charge, e.g., when thebattery reaches its predetermined upper state of charge threshold. Insome examples, the eCAT may consume energy from the hybrid battery ordirectly from the hybrid system comprising the electric machine duringthe regeneration event, thus enabling continuous energy regenerationduring the regeneration event without negatively impacting drivability.This prevents the need to decrease the rate of regeneration in anongoing or subsequent regeneration event, even when the battery nearsits upper limit.

Depending on the vehicle's electrical loads being supported by theregeneration and the eCAT load, the battery's state of charge may bemaintained or decreased/depleted, as shown in graph 306. As thebattery's state of charge reaches its upper limit or is determined to bewithin a predetermined upper range comprising its upper limit, or aperiod before, the eCAT may be activated and supplied with electricalenergy. Depending on the requirements of the hybrid system, the systemmay maintain the battery at a constant state of charge ordecrease/deplete the battery such that the state of charge is reduced toa lower range or a lower level. In this way, the state of charge of thebattery can be manipulated to maintain a constant deceleration rate forthe vehicle.

Graph 308 depicts the change in the hybrid vehicle's speed over time. Incontrast to the conventional method, as depicted in graph 208 above, therate of deceleration remains constant, and the vehicle occupants willnot notice a degradation in drivability. Therefore, the presentinvention is advantageous, as the eCAT can be utilised as a source ofenergy consumption to manage a constant deceleration rate of the vehicleand increase or maintain drivability during regeneration events.

Vehicles with high inertia, especially vehicles for heavy-dutyapplication such as a fully laden van, have the potential to capturegreater quantities of energy during regeneration events. As a result,hybrid batteries used in such vehicles can reach their maximum energystorage more rapidly than in passenger vehicles. This requiresregeneration to be ramped out sooner than it would be desired. Oneexample use case in which this may occur is when such a vehicle drivesalong a long descent downhill.

Additionally, heavy-duty HEVs such as a mild hybrid are rated to havebetter deceleration behavior or feel based on objective measuringtechniques compared to lighter applications during regeneration events.By implementing examples described herein, as well as preventing thechange in drivability and deceleration feel across all vehicleapplications, advantages specific to heavy application vehicles can bemaintained.

Additionally, during vehicle operation, if consumption of DCDC orauxiliary energy, e.g., by converting high-voltage DC power from thebattery to lower-voltage DC power required to run vehicle accessories,is low, more energy than required to maintain emissions alone may beconsumed by the eCAT, e.g., by depleting a portion of the battery'sstate of charge by consumption by the eCAT. This would ensure the stateof charge is reduced to a level in which a subsequent regeneration eventdoes not need to be clipped or decreased, mitigating drivabilityconcerns. In such use cases, the eCAT can be used to support emissionsin addition to maintaining the vehicle's deceleration performance.

Typically, hybrid vehicles save emissions by switching between thecombustion engine and electric power as often as possible, which resultsin less operation of the combustion engine during which the emissionsare reduced by the hybrid vehicle. Conveniently, in some use cases, theneed to satisfy emissions and maintain drivability with regeneration arecomplementary, and eCAT deployment is often likely to be required tomaintain emissions in use cases such as during an extended coast down ordeceleration/braking event.

If gas flow through the aftertreatment is reduced or limited, it islikely the catalyst temperature will reduce below an acceptabletemperature limit to maintain emissions. In the same example, energywould typically be stored through regeneration during a regenerationevent, and the battery could potentially be at or close to an upperstate of charge threshold. Therefore, in some examples, the eCAT may beactivated to consume energy from the hybrid battery or directly from theelectric machine based on aftertreatment temperature, e.g., a minimumthreshold temperature, and the state of charge of the battery.

In such cases, it would be beneficial to ensure the hybrid battery hassufficient capacity to store more electrical energy than would typicallybe required to maintain the deceleration feel, either during an ongoingor a future regeneration event, and to effectively maintain a safetymargin for regenerative braking. In some examples, the eCAT may beactivated to consume energy from the hybrid battery or directly from theelectric machine or hybrid system a predetermined period before theaftertreatment temperature reduces to its minimum temperature threshold.

The present invention is advantageous, as energy consumption may notonly be utilized to manage the deceleration rate of the vehicle but alsoto satisfy emissions through eCAT deployment during regeneration events.

FIG. 4 illustrates a schematic flowchart of an example use case of thepresent invention for use during regeneration events.

At step 402, the system starts an example process according to someexamples of the present disclosure. At step 404, it is determinedwhether positive torque is demanded by the driver, e.g., whether adriver demands torque via a throttle.

At step 406, upon determining that positive torque is not requested bythe driver, the current state of charge of the battery is determined.The battery comprises a predetermined upper state of charge limit orthreshold, e.g., 70%, and a lower state of charge limit, e.g., 30%,which can be predetermined as being undesirable for the battery, asreaching above and below the upper and lower limits respectively canlead to battery damage.

At step 408, upon determining that the state of charge is within apredetermined range, e.g., 60% to 70%, the PCM may activate the eCAT ordetermine to increase energy supplied to the eCAT. The energy capturedthrough regeneration is directed to the eCAT such that the battery stateof charge remains constant during regeneration. The battery maysupplement the energy to the eCAT through discharge or, alternatively,electrical energy may be directly consumed from the hybrid systemcomprising the electric machine, depending on eCAT demand.

At step 410, upon determining that the state of charge is below thepredetermined upper range, e.g., 60% to 70%, the battery is permitted tobe charged as normal, i.e., normal hybrid vehicle operation during aregeneration event.

At step 412, the state of charge of the battery can be determinedfollowing step 408, eCAT deployment. If the state of charge isdetermined not to have been decreased to a preferred lower level or apredetermined lower range, e.g., 30% to 40%, steps 404 through to 410may be repeated as appropriate.

At step 414, upon determining that the battery's state of charge hasdecreased to the predetermined lower range, e.g., 30% to 40%, the PCMmay deactivate the eCAT or determine to decrease the energy supplied tothe eCAT. If the regeneration event continues with no torque demand, theelectrical energy can be used to charge the hybrid battery as normal.

At step 416, the vehicle returns to its normal hybrid operation, whichmay include a low level of regeneration (charge) and torque substitution(battery discharge), for example.

The negative torque applied by the electric machine (regeneration)remains constant, and therefore the vehicle's rate of decelerationremains constant also. In effect, this solution overcomes degradation ofdrivability during regeneration events.

The present invention also provides a method to be used as analternative to or in combination with torque substitution, which is amethod currently deployed on hybrid vehicle applications to reduce thestate of charge of a battery. In some examples, methods of alternatingthe use of torque substitution and the eCAT are provided.

Torque substitution is the application of positive torque from theelectric machine, using energy stored at the battery, to the engine.This is to shift the engine's point of operation to a more efficientregion and is not an option in the primary use case, as the electricmachine is working in the opposite direction, i.e., providing negativetorque, for regeneration. Torque substitution is delivered duringpositive torque operation, e.g., when a driver demands torque via athrottle.

It will be appreciated that torque substitution is intended to optimizeCO2/fuel economy by shifting the engine's operation point and notintended to add to the torque output of the engine. Additionally, incases where the engine of a hybrid vehicle is already operatingefficiently, it may be undesirable to implement torque substitution.

During a use case of the present invention during positive torqueoperation, when the driver demands torque and the battery has a highstate of charge, e.g., over a predetermined threshold or within apredetermined upper range, the battery's energy can be used to supportthe eCAT or, alternatively, torque substitution. The process ofsupplying or discharging energy to the eCAT or for torque substitutionmay be determined based on the operational efficiency of the vehicle,e.g., based on aftertreatment temperature conditions.

By implementing torque substitution, the load on the combustion engineis reduced by burning energy stored at the battery, which reduces thetemperature of the aftertreatment. Therefore, it may be beneficial toprovide energy to the eCAT (during maintenance mode) to maintain theengine torque setpoint constant and to maintain the aftertreatmenttemperature instead of using torque substitution, depending onaftertreatment temperature conditions.

FIG. 5 illustrates a schematic flowchart of an example use case of thepresent invention, alternating between eCAT deployment and torquesubstitution, for use during positive torque operations of the hybridvehicle.

At step 402, the system starts an example process according to someexamples of the present disclosure. At step 404, it is determinedwhether positive torque is demanded by the driver, e.g., when a driverdemands torque via a throttle.

At step 502, upon determining that positive torque is requested by thedriver, the current state of charge of the battery is determined. Thebattery has an upper state of charge limit, e.g., 70%, and a lower stateof charge limit, e.g., 30%, which are undesirable for the battery andcan lead to battery damage.

Upon determining, at step 504, that the state of charge is within apredetermined range, e.g., 60% to 70%, at step 504, it is furtherdetermined whether the aftertreatment temperature is above apredetermined threshold or target temperature, e.g., approximately 250degrees Celsius. By integrating knowledge of the aftertreatmenttemperature into the process during positive torque operation of thehybrid vehicle, the more efficient process can be determined betweeneCAT deployment and torque substitution and utilized accordingly.

In order to determine an efficient operating region of the vehicle, theengine's operating point and brake-specific fuel consumption may betaken into account to determine the amount of torque substitution orbattery discharge that may be required.

At step 506, upon determining that the aftertreatment temperature is ator above the predetermined threshold or target temperature, the PCM maycommand the battery energy conversion module (BECM) to discharge thebattery to support a high level of torque substitution.

At step 508, upon determining that the aftertreatment temperature isbelow the threshold or target temperature, the PCM may activate the eCATmodule and commands the BECM to discharge the battery to support therequired demand.

At step 510, the state of charge of the battery can be determinedfollowing step 506, torque substitution, or step 508, eCAT deployment.If the state of charge is determined not to have been decreased to apreferred level, e.g., 30% to 40%, the above steps may be repeated asappropriate.

At step 512, if the state of charge is determined to have decreased tothe preferred level, e.g., between 30% and 40%, the PCM may deactivateeCAT usage or torque substitution

At step 514, the vehicle returns to its normal hybrid operation, whichmay include a low level of regeneration (charge) and torque substitution(battery discharge)

The solution described herein enables a calibration between the use oftorque substitution and eCAT as alternatives to maintain drivability,depending on the most efficient action to take at that point of thevehicle's operation cycle while taking drivability into account andpotentially satisfying emissions requirements.

FIG. 6 shows a flowchart of a method of managing electrical energyprovided to a hybrid system using an eCAT for a hybrid vehicle.

At step 602, electrical energy is provided to the hybrid system forstorage, e.g., for storage at a hybrid battery. For example, regeneratedenergy may be stored at the battery during a regeneration event.

At step 604, a first state of charge of a battery comprising theelectrical energy is determined. For example, the electrical energy atthe battery may be electrical energy stored in a previous regenerationevent or a current regeneration event.

At step 606, upon determining that the first state of charge is within apredetermined upper range, or over a predetermined threshold, it isdetermined to supply the electrical energy to one or more hybrid vehiclecomponents, e.g., determining to increase energy supplied to the eCAT.

At step 608, at least a portion of the electrical energy is consumed atthe eCAT, e.g., to decrease or maintain the first state of charge of thebattery.

In some examples, at least a portion of the regenerated energy isconsumed by the eCAT by consuming regenerated energy from the battery,e.g., by transferring the regenerated energy provided to the battery tothe eCAT. In some examples, at least a portion of the regenerated energyis consumed by the eCAT by consuming regenerated energy directly fromthe hybrid system, e.g., by redirecting the electrical energy providedto the hybrid system from the generator to the eCAT. In some examples,at least a portion of the regenerated energy is consumed at the eCAT byconsuming regenerated energy from the battery and directly from thehybrid system.

FIG. 7 shows a flowchart of a method of managing electrical energyprovided to a hybrid system during a regeneration event, e.g., abattery's state of charge, using an eCAT, in accordance with someexamples of the present disclosure.

As shown at step 702, electrical energy is generated at a generator,e.g., an electric machine such as a BISG, during a regeneration event.

As shown at step 704, the regenerated electrical energy is provided to ahybrid system for storage and/or consumption, as it will be describedfurther below in relation to steps 710 to 718.

As shown at step 706, a first state of charge of a hybrid battery of thehybrid system is determined.

As shown at step 708, the method may further comprise a step ofdetermining a deceleration rate of the hybrid vehicle, e.g., based onthe negative torque applied by the generator/electric machine.

As shown at step 710, the method may further comprise a step ofdetermining the electrical energy provided to the hybrid system to bestored and/or consumed at one or more of the hybrid system components.

As shown at step 712, in some examples, the regenerated electricalenergy may be stored at the hybrid battery of the hybrid system. Theregenerated electrical energy, however, is not required to be stored atthe hybrid battery before consumption by other components of the hybridvehicle, including components or devices connected to the hybrid systemusing electronic means. Instead, the such components of the hybridsystem may consume the regenerated energy directly from the hybridsystem.

As shown at step 714, in some examples, a portion of the regeneratedelectrical energy may be stored at the hybrid battery and a remainingportion the regenerated electrical energy may be consumed by one or moreother components of the hybrid system. The components of the hybridvehicle, as described herein, may be defined to comprise componentstypically integrated into a hybrid system, e.g., a water pump and a DCDCconverter, and also components or devices electrically connected to thehybrid system, such as an eCAT.

As shown at step 716, in some examples, the regenerated electricalenergy available at the hybrid system may be consumed by one or morecomponents of the hybrid system, excluding the hybrid battery. Forexample, the eCAT may consume a portion of the regenerated energy tomaintain the rate of regeneration by the generator to the hybrid systemeven in cases when the hybrid battery nears its predetermined upperstate of charge threshold and in incapable of storing additional energy.

As shown at step 718, in some examples, energy discharged from thebattery and the regenerated electrical energy available at the hybridsystem may be consumed by one or more hybrid vehicle components,excluding the hybrid battery.

FIG. 8 shows a flowchart of a method of managing a battery's state ofcharge using an eCAT for a hybrid vehicle during positive torqueoperations, in accordance with some examples of the present disclosure.

As shown at step 802, a first state of charge of a hybrid battery of thehybrid system is determined.

As shown at step 804, the method may further comprise a step ofdetermining a current aftertreatment temperature of an aftertreatmentmodule, wherein the aftertreatment module has a predetermined thresholdtemperature, e.g., 250 degrees Celsius.

As shown at step 806, it is determined to increase energy supplied tothe eCAT. As shown at step 808, the step of determining to increaseenergy supplied to the eCAT may be further based upon determining thatthe current aftertreatment temperature is below the predeterminedthreshold temperature. Alternatively, as shown at step 810, the step ofdetermining to increase energy supplied to the eCAT may further comprisedetermining to increase the energy supplied to the eCAT at apredetermined period before the current aftertreatment temperaturereduces to below the predetermined threshold temperature.

As shown at step 812, the method may further comprise a step ofconsuming the at least a portion of the electrical energy at the eCATfrom the battery to support aftertreatment demand.

As shown at step 814, the method may further comprise a step ofactivating torque substitution, e.g., to reduce the state of charge ofthe battery to prevent the battery from exceeding the predeterminedupper state of charge threshold, upon determining that the currentaftertreatment temperature is above the predetermined thresholdtemperature. As shown in FIG. 8 , torque substitution may be activatedas an alternative to activating the eCAT. In some examples, torquesubstitution may be activated upon determining that the aftertreatmenttemperature is above the predetermined temperature following eCATdeployment.

In some examples, in addition to the steps described with respect toFIG. 6, 7 or 8 , the method may further comprise a step of determining asecond state of charge of the battery, determining to decrease theenergy supplied to the eCAT upon determining that the second state ofcharge is within a predetermined lower range, e.g., 30% to 40% state ofcharge, and terminating consumption of the at least a portion of theregenerated energy at the eCAT, e.g., by deactivating the eCAT.Alternatively, if torque substitution is used to reduce the state ofcharge of the battery, torque substitution may be terminated upondetermining that the second state of charge is within the predeterminedlower range.

Examples described herein can be implemented for all hybrid applicationswith eCAT and are not limited to vehicle type.

FIG. 9 shows a vehicle 900 comprising a powertrain control module (PCM)902, in accordance with some examples of the disclosure. In the exampleshown in FIG. 9 , the vehicle 900 comprises an engine 904, a hybridsystem 906 and an eCAT 908 configured to manage the state of charge of abattery in the hybrid system 906. Control unit 910 is in operablecommunication with engine 904, hybrid system 906 and eCAT 908, e.g.,using the PCM 902. Control unit 910 is configured to carry out one ormore of the above disclosed methods to operate the hybrid system 906, asdescribed above.

FIG. 10 shows an exemplary block diagram of control unit 910. Controlunit 910 includes storage 912, processing circuitry 914 and I/O path916. Control unit 910 may be based on any suitable processing circuitry.As referred to herein, processing circuitry should be understood to meancircuitry based on one or more microprocessors, microcontrollers,digital signal processors, programmable logic devices,field-programmable gate arrays (FPGAs), application-specific integratedcircuits (ASICs), etc., and may include a multi-core processor (e.g.,dual-core, quad-core, hexa-core, or any suitable number of cores). Insome examples, processing circuitry may be distributed across multipleseparate processors, for example, multiple of the same type ofprocessors (e.g., two Intel Core i9 processors) or multiple differentprocessors (e.g., an Intel Core i7 processor and an Intel Core i9processor).

Storage 912, and/or storages of other components of the PCM 902 may bean electronic storage device. As referred to herein, the phrase“electronic storage device” or “storage device” should be understood tomean any device for storing electronic data, computer software, orfirmware, such as random-access memory, read-only memory, hard drives,and the like, and/or any combination of the same. In some examples,control unit 910 executes instructions for an application stored inmemory, e.g., storage 912. Specifically, control unit 910 may beinstructed by an application to perform the methods/functions discussedherein.

The control unit 910 may be configured to transmit and/or receive datavia I/O path 916. For instance, I/O path 916 may include a communicationport(s) configured to transmit and/or receive data from at least one ofan engine control module, an actuator control module and a vehicularsystem control module, such as an exhaust system control module.

This disclosure is made for the purpose of illustrating the generalprinciples of the systems and processes discussed above and are intendedto be illustrative rather than limiting. More generally, the abovedescription is meant to be exemplary and not limiting and the scope ofthe disclosure is best determined by reference to the appended claims.In other words, only the claims that follow are meant to set bounds asto what the present disclosure includes.

While the present disclosure is described with reference to particularexample applications, shall be appreciated that the disclosure is notlimited hereto. It will be apparent to those skilled in the art thatvarious modifications and improvements may be made without departingfrom the scope and spirit of the present disclosure. Those skilled inthe art would appreciate that the actions of the processes discussedherein may be omitted, modified, combined, and/or rearranged, and anyadditional actions may be performed without departing from the scope ofthe disclosure.

Any system features as described herein may also be provided as a methodfeature and vice versa. As used herein, means plus function features maybe expressed alternatively in terms of their corresponding structure. Itshall be further appreciated that the systems and/or methods describedabove may be applied to, or used in accordance with, other systemsand/or methods.

Any feature in one aspect may be applied to other aspects, in anyappropriate combination. In particular, method aspects may be applied tosystem aspects, and vice versa. Furthermore, any, some and/or allfeatures in one aspect can be applied to any, some and/or all featuresin any other aspect, in any appropriate combination.

It should also be appreciated that particular combinations of thevarious features described and defined in any aspects can be implementedand/or supplied and/or used independently.

1-20. (canceled)
 21. A method for managing a state of charge (SoC) of ahybrid vehicle battery, the method comprising: providing electricalenergy to a hybrid vehicle system during an energy regeneration event;determining a first SoC of the battery; upon determining when the firstSoC is within a predetermined upper range, increasing energy supplied toone or more hybrid vehicle components, the one or more hybrid vehiclecomponents comprising at least an electrically heated catalyst (eCAT);and activating the eCAT to consume at least a portion of the electricalenergy to maintain or decrease the SoC of the battery.
 22. The method ofclaim 21, further comprising: determining an amount of electrical energytransmitted to the battery during the energy regeneration event; andincreasing the portion of the electrical energy consumed by the eCAT tomaintain the SoC of the battery.
 23. The method of claim 21, furthercomprising: monitoring a level of DCDC or auxiliary energy consumptionduring vehicle operation; determining an amount of electrical energytransmitted to the battery during a regeneration event; comparing thelevel of DCDC or auxiliary energy consumption with the amount ofelectrical energy transmitted to the battery; and upon determining thatthe level of DCDC or auxiliary energy consumption is lower than theamount of electrical energy transmitted to the battery, increasing theportion of the electrical energy consumed by the eCAT thereby reducingthe SoC of the battery.
 24. The method of claim 21, further comprising:determining a deceleration rate of the hybrid vehicle; and consuming atleast a portion of the electrical energy at the eCAT to maintain thedeceleration rate.
 25. The method of claim 21, further comprising:determining a current aftertreatment temperature of an aftertreatmentmodule, wherein the aftertreatment module has a predetermined thresholdtemperature.
 26. The method of claim 25, further comprising: activatingtorque substitution upon determining that the current aftertreatmenttemperature is above the predetermined threshold temperature.
 27. Themethod of claim 25 further comprising: monitoring the currentaftertreatment temperature; in response to determining that the currentaftertreatment temperature is below the predetermined thresholdtemperature, activating the eCAT to consume at least a portion of theelectrical energy to support aftertreatment demand; and maintaining theactivation of the eCAT to consume at least a portion of the electricalenergy as long as the current aftertreatment temperature remains belowthe predetermined threshold temperature.
 28. The method of claim 25further comprising: monitoring the SoC of the battery; determining aperiod before the SoC of the battery reaches a predetermined upperlimit; and activating the eCAT to consume at least a portion of theelectrical energy during the determined period to prevent the SoC fromreaching the predetermined upper limit.
 29. The method of claim 21,further comprising: determining a second SoC of the battery; upondetermining that the second SoC is within a predetermined lower range,determining to decrease a portion of the electrical energy supplied tothe one or more hybrid vehicle components; and terminating the step ofconsuming at least a portion of the electrical energy at the eCAT.
 30. Asystem for managing a state of charge (SoC) of a hybrid vehicle battery,the system comprising control circuitry configured to: provideelectrical energy to a hybrid vehicle system during an energyregeneration event; determine a first SoC of the battery; increaseenergy supplied to one or more hybrid vehicle components upondetermining when the first SoC is within a predetermined upper range,the one or more hybrid vehicle components comprising at least anelectrically heated catalyst (eCAT); and activate the eCAT to consume atleast a portion of the electrical energy to maintain or decrease the SoCof the battery.
 31. The system of claim 30, wherein the controlcircuitry is further configured to: determine an amount of electricalenergy transmitted to the battery during the energy regeneration event;and increase the portion of the electrical energy consumed by the eCATto maintain the SoC of the battery.
 32. The system of claim 30, whereinthe control circuitry is further configured to: monitor a level of DCDCor auxiliary energy consumption during vehicle operation; determine anamount of electrical energy transmitted to the battery during aregeneration event; compare the level of DCDC or auxiliary energyconsumption with the amount of electrical energy transmitted to thebattery; and increase the portion of the electrical energy consumed bythe eCAT upon determining that the level of DCDC or auxiliary energyconsumption is lower than the amount of electrical energy transmitted tothe battery, thereby reducing the SoC of the battery.
 33. The system ofclaim 30, wherein the control circuitry is further configured to:determine a deceleration rate of the hybrid vehicle; and consume atleast a portion of the electrical energy at the eCAT to maintain thedeceleration rate.
 34. The system of claim 30, wherein the controlcircuitry is further configured to: determine a current aftertreatmenttemperature of an aftertreatment module, wherein the aftertreatmentmodule has a predetermined threshold temperature.
 35. The system ofclaim 34, wherein the control circuitry is further configured to:activate torque substitution upon determining that the currentaftertreatment temperature is above the predetermined thresholdtemperature.
 36. The system of claim 34, wherein the control circuitryis further configured to: monitor the current aftertreatmenttemperature; activate the eCAT to consume at least a portion of theelectrical energy to support aftertreatment demand in response todetermining that the current aftertreatment temperature is below thepredetermined threshold temperature; and maintain the activation of theeCAT to consume at least a portion of the electrical energy as long asthe current aftertreatment temperature remains below the predeterminedthreshold temperature.
 37. The system of claim 34, wherein the controlcircuitry is further configured to: monitor the SoC of the battery;determine a period before the SoC of the battery reaches a predeterminedupper limit; and activate the eCAT to consume at least a portion of theelectrical energy during the determined period to prevent the SoC fromreaching the predetermined upper limit.
 38. The system of claim 30,wherein the control circuitry is further configured to: determine asecond SoC of the battery; decrease a portion of the electrical energysupplied to the one or more hybrid vehicle components upon determiningthat the second SoC is within a predetermined lower range; and terminatethe consumption of at least a portion of the electrical energy at theeCAT.